Brake apparatus.



Patented Dec. 2, I902.

c. M/CABNAHAN. BRAKE APPARATUS.

Application filed. Dec. 26, 1901.)

3 Sheets-Sheet I" (No Model.)

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No. 7l4,779. Patented Dec. 2, I902.

. C. M. CABNAHAN.

BRAKE APPARATUS. (Application med Dec. 26, 190,1.

(N0 Mullah) 3 Sheets-Sheet 2.

No. 714,779. Patented Dec. 2, I902.

c. M. CABNAHAN.

BRAKE APPARATUS.

(Application filed Dec. 26, 1901.) (No llndol.) 3 Sheets-Sheet 3,

his Mom mils m. PNOTO-LIYHQ, WASHINGTON. b. c.

] proved double brake-beam in its relation to I 6 is a detail perspective view of the wedge- 5 5o truck consists oftwo oppositely-located truss To aZZ whom zit may concern.-

panying drawings, forming part of this speci- IV of Fig. 3, and illustrating the construcnections as to the interfitting engagement of ery of the wheel.

; UNITED STATES A A'IENT FFICE.

CYRUS M. .CARNAHAN, OF ALLEGHENY, PENNSYLVANIA.

BRAKE APPARATUS.

srncrrrcairron forming aw Letters Patent No. 714,779,'dated December 2, 1902. Application filed December 26, 1901. Serial No. 87,181. (No model.)

. Be it known that I, CYRUS M. CARNAHAN, a citizen of the United States, residing at Allegheny, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvementsin Brake Apparatus, of which the following is a specification, reference being had therein to the accomfication, in which- Figure 1 is a perspective view of my imthe car-wheels, shown in dotted lines. Fig. 2 is a cross-sectional view indicated by the line 11 11 of Fig. 8. Fig. 3 is a view in side elevation, parts of the wheels being shown. Fig. 4 is a detail horizontal sectional view, on an enlarged scale, indicated by the line IV tion of the structural members and the conthe channel member with the T member. Fig. 5 is a similar view somewhat modified. Fig.

block. Fig. 7 is asimilar view of the securing-bolt. Fig. 8 is a plan view of the entire apparatus, showing its relation to the periph- Fig. 9 is a sectional view similar to Fig. 2, but showing a modified arrangement. Fig. 10 is aview in side elevation, showing the invention as applied to a single pair of wheels, the wheels being indicated in dotted lines. Fig. 11 is a partial plan view of Fig. 10. Fig-12 is a cross-section indicated by the line XII XII, but illustrating the use of two channel members as the main structural elements of the beam.

My invention relates to the class of brakebeams for railway and other cars, and relates more particularly to the construction by which I and enabled to provide a perfectly-balanced beam capable of applying pressure to the four shoes simultaneously and with equal force and withoutiunneccessary lost motion, occupying a minimum space, and through an arrangement of leverage adapted to secure the best results. In general terms the completed double brake? beamfor eithera four-wheel or two-wheel members A A, carrying on their outer ends the brake-shoes B and provided with central members connected together by an operatinglever adapted to transmit power equally in both directions.

The truss member A consists of a straight member 2, preferably of structural shape, as a T, and an outwardly deflected or bowed member 3, preferably of structural shape, as a channel, both of which members pass through suitable openings or recesses in the central lever member 4, which may be of cast or wrought metal, as desired, and which is provided with an extension 4, having a longitudinal slot 5 for the passage therethrough of the operating-lever 6. The corresponding members 2 and 3 of the other truss, in reverse arrangement to the first pair, are likewise connected bya lever-bar 7, through which the members pass, which bar is provided with a socket midway of its length for the insertion of the end of the lever 6, to which it is connected by pivotal bolt or rivet 8, the lever member 7 being preferably arranged below the member 4 and its extension 4:, which is, as shown, slantingly arranged, so as to extend over and somewhat above the lower member 7. The diiference between the pivotal connections for the lever represents the amount of leverage between such pivotal connections.

The lever 6 passes upwardly through slot 5 in extension 4:, with which it is in pivotal engagement by means of a bolt or rivet 9, the upper portion of the lever being of sufficient length and terminating in an end adapted to be pivotally connected to the terminal of a connecting-rodlO, which may lead to the operatingmechanism of the air-brake or other source of power. The engagement of lever 6 with members 4 and 7 may be in any suitable flexible manner, and I do not desire to be limited to the pivotal engagement provided by the bolts or rivets 8 and 9. Themembers 3, as shown, are bowed, each end being brought together with the end of the straight member 2, and both members project through the body portion of the brake-shoe B, which'is .provided with a tapered opening, as shown,

for their reception, while outside of each brake-shoe through both members is inserted a bolt 11, provided with a cotter or other securing means by which the members 2 and 3 and the brake-shoe are securely connected together;

For the purpose of more positively holding the members 2 and 3 in contact with the brakeshoe and for providing a solid backing I employ a wedge 12, adapted to conform to the taper of the members 2 and 3 and to fit snugly between them, as well as to be engaged by the bolt 11, which bolt is preferably provided with an inclined wedge face 13, so that when it is driven in it will securely and positively draw the parts into tight engagement with each other and hold them thus in engagement until the .bolt is removed.

The entire apparatus is suspended from any suitable portion of the truck by means of rods or links attached to tongue 15 of the brakeshoe, and as thus supported at these four points the entire structure will be maintained in alinement and in proper relation to the wheel-peripheries.

By reason of the comparatively rigid nature of the supporting members and their connection with the brake-shoes it will be seen that each brake-shoe will be maintained in its proper relation to the periphery of the wheel irrespective of any tendency to fall away from the wheel by gravity. This is an important and valuable feature of the invention, as by such construction the amount of movement of the brake-shoes to bring them into contact with the wheels is reduced to a minimum, as is also, in consequence, the necessary movement of the imparting-rod 10 and lever 6. The upper and lower central members 4t and 7 are connected by a link 16, pivotally connected to each and also to permit of their free longitudinal movement, the only purpose of the link being to partially sustain the weight of the lower member and keep it in suitable alinement and relation to the upper member. Each member is preferably provided with bearin g extensions 17, to which a similar link may be attached, if desired. As thus constructed it'will be seen that motion of the lever 6 in the direction. of the arrow will transmit motion to each member A, so as to bring the brake-shoe into braking contact, bearing 9 constituting the functions of both fulcrum and weight-bearing in each case.

In the arrangement shown in Fig. 9 the construction is practically the same as has been described, with the exception that the member 4 is in this case located or, rather, slanted downwardly below the member 7, the operation otherwise being the same as has been described, and this construction is available where there is not sufficient space over the spring-board, by reason of the construction of the truck, to arrange the member 4 as has been described.

In the arrangement shown in Figs. 10 and 11 the braking apparatus is shown as applied to a single pair of wheels, the brake beam and shoe being arranged along each side of the axle, adapted to exert pressure inwardly upon opposite sides of the wheel. Inthis arrangement the same construction is used throughout, the lever and its operating mechanism being simply adapted to exert pressure inwardly instead of outwardly, as in the other constructions already described.

While I- have shown the member 3 as being bowed outwardly and while good results are secured by such construction, it is obvious that such member may be made straight and the member 2 bowed inwardly, or that both members may be bowed outwardly from each other in diamond form, brought together at the ends, and connected with the brake-shoes in the same manner, and I do not, therefore, desire to be limited to the exact construction and arrangement of these truss members, nor do I desire to be limited to the specific crosssection shown and described, but to employ such other construction as may be convenient or suitable to the objects in viewas, for instance, two channels, as shown in Fig. 12, or other appropriate forms. As shown, the ends of the truss members may extend considerably beyond the brake-shoe at each end, the purpose of which when used in certain designs of truck is to insure their coming into contact with the lower flange or other portion of the truck, and thus preventing the brake-beam from falling upon the track if for any reason the supporting members should become broken or disengaged.

The entire structure is very simple, strong, compact, and composed of few parts and such parts as are readily available in their merchantable shape, thus reducing the cost of" manufacture, assemblage, and erection to a minimum.

The apparatus is very serviceable and will commend itself to all those familiar with the art.

Having described my invention, what I claim is 1. In braking apparatus, the combination of oppositely-located truss members, central members connected thereto, and a single lever in pivotal engagement with each of such members and adapted to transmit movement to them in opposite directions, substantially as set forth.

2. In braking apparatus, the combination of oppositely-located truss members provided with brake-shoes at their outer ends, central members connected thereto, and a single lever in pivotal engagement with each of such members and adapted to transmit movement to them and to the brake-shoes in opposite directions, substantially as set forth.

3. In a braking apparatus, the combination of oppositely-located truss members provided with brake-shoes at their outer ends, central longitudinal members connected thereto, and a lever pivotally connected with each of such members, and adapted to transmit movement to them and to the brake-shoes, in opposite directions, substantially as set forth.

4. In a braking apparatus, the combination of oppositely-located truss members provided with brake-shoes at their outer ends, central longitudinal members connected thereto, and a lever pivotally connected with each of such members, and adapted to transmit movement to them and to the brake-shoes in opposite directions, with means for supporting the structure.

5. In a braking apparatus, the combination of oppositely-located transverse truss members provided with-brake-shoes at their outer ends, central connecting members, one overlapping theother, and a vertically-arranged lever pivotally connected with both such members, substantially as set forth.

6. In a braking apparatus, the combination of oppositely-located transverse truss members provided with brake-shoes at their outer ends, central connecting members, one overlapping the other, and a vertically-arranged 

